Car-truck.



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CAB TRUCK.

(Application filled `Aug. 19. 1899.)

2 sheets-shura.

No. 659,9U3-

(No Model.)

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wnsoN n. sYMoNs, oF SAVANNAH, GEORGIA,

CAR-TRUCK.

TSEECIFIGATION forming part of Letters Patent No. 659,903, datedOctobel` y16, 1900.

Application filed August 19, 1899. Serial No. 727,845. (No model.)

To [MZ 'LU/tom, zit may concern:

Be it known that I, VILSON E. SYMONS, a citizen of the United States,residing at Savannah, in the county of Chatham and State of Georgia,have invented a new and useful Car-Truck, of which the following is aspeciication.

This invention relates to an improved cartruck of the general classknown in the art as caststeel trucks.7 As applied to a number of trucksknown by this designation it is a misnomer, because they are either acombination of wrought and cast steel elements or, if made entirely ofcast metal, are constructed of a number of parts secured by bolts or thelike.

My invention has for its object the production of a truck embodying acomplete truckframe cast in a single piece and in which thebolster-channel will permit of the mounting of the truck-bolsterentirely within the con-V necting member of the truck-frame asdistinguished from what are known as pedestal-trucks. In this lattertype the truckbolster is located within the connecting member or centerbar, but its opposite ends project through the side bars, which serve ascolumn-guides for its vertical movement. On the contrary, I propose tolocate the bolster entirely within the center bar, which latter is castwith drop-seats f or the springs which support the bolster. Thisconstruction obviates the necessity for jacking up both the truck andthe car when it is desired to remove the wheels from the truck-frame. Inaddition to these features the journal-box recesses or openings open tothe front and rear, so that the boxes may be removed by withdrawing theaxles without elevating the frame, and I have also contrived a simpledevice by means of which the key which serves to lock the journal-box inplace also actually exerts a direct pressure upon the box, tending toconstantly urge it to the inner end of its seat.

Referring to the drawings, Figure l is a top plan View of my truckcomplete, showing a fragment of the truck-bolsterand a portion of thetruck-frame being broken away for the purpose of disclosing thestructural formation of the framebars. Fig. 2 is a side elevation of thesubject-mattei' of Fig. l.

Fig. 3 is a sectional elevation on the indirect line 3 3 of Fig. l. Fig.4 is a sectional View of the truck-frame, showing one of the side barsin elevation. Fig. 5 is a central longitudinal sectional elevation ofthe bolster. Fig. O is a plan view of the bolster, partly in section.Fig. 7 is an end elevation of the bolster, partly in section, on acentral transverse line.

Referring now to the numerals of reference, which serve to designate thesame parts throughout the several views, l indicates my truck-frame.This frame, as is well understood in the art, is designed to constitutethe essential member of the car-supporting mechanism intermediate of thewheels and carbody. It comprehends a rigid frame, in which are mountedand which is therefore supported by the wheels, and it, in turn, servesas a rigid support for the car-body through the medium of what is knownas the car-bolster 2. This bolster is supported by the truck-framethrough intermediate springs and in turn directly supports the car.Heretofore the truck frame and bolster have been so intimately relatedthat in order to remove the axles from the frame it has been necessaryto jack up first the car and then the truck; but by reason of the novelconstruction of frame which will be presently described, this operationis unnecessary where my device is employed. The truck-frame 1, which, asstated, is a single steel casting, comprises the two parallel sidemembers 3, having their upper edges 4 arched, as shown, and connected bya center bar or transverse member 5. The several walls of the entiretruckframe are cast in what is known as T form which, however, is notliterally descriptive, since it will be observed that the side mem bers3 comprise vertical webs 6, apertured, as shown at 7, for the sake oflightness and provided both at the top and bottom with transversebordering flanges 8, which construction serves to greatly strengthen thecasting. The center bar 5, ext-ending between the two side bars andserving to connect them, is of channel form-that is to say, it comprisestwo parallel walls 9 and 10, strengthened by top and bottom anges 11 andl2, and connected adjacent to the side bars by what may be termed dropspring-seats 13, so designated IOO because the center bar 5 is archedand the spring-seats are4 located in a true horizontal plane slightlybelow the lower edges of the side bars.

The side bars are preferably cut out at the ends of the center bar, butare formed with vertical flanges 14, extending beyond the webs 6 in linewith the walls 9 of the center bar, and these vertical fianges, whichare practically correlative in general dimensions with the portion ofthe fiange 8 upon the same side of the web, are additionallystrengthened by a transverse iiange 15 intermediate of the top andbottom (langes 8.

16 16, 85e., indicate rectangular journal-box recesses or seats openingoppositely `at the ends of the side bars and designed for the receptionof journal-boxes 17, in which are mounted, as usual, the ends of theaxles 18, upon which are mounted the ordinary flanged truck-wheels 19.

It has been found in practice that the ordinary methods of mount-ing theaxle-boxes in the truck-frame are unsatisfactory, for the reason thatthe constant and violent vibration to which the truck is subjectedgradually effects the loosening or nnseating of the boxes. To obviatethis diculty, I have devised a simple form of fastening by means ofwhich the wear between the box and its seat may be continuallycompensated for and the box thus constantly urged to the innerend of itsrecess and into rigid contact with the walls of its seat.

The journal-boX-securing means referred to comprises atapered key 20,passed through the top and bottom walls 21 and 22 of the journal-boxseat, which walls are provided with apertures of different sizes forVthe reception of the large-and small ends, respectively, of the key.The inner edges ofthese keys, whichlie in vertical planes, abut againstthe sides of the journal-boxes and serve to constantly urge the latterfirmly intoV their seats when the keys are drawn longitudinally by meansof tightening-nuts 23, screwed upon their lower ends and abuttingagainst the under sides of the bars 4.

.24 24, dac., indicatelugs cast upon the walls 9 of the center bar anddesigned to support the links 25 of the brake-beams 26 and 27, and 28 28are similar cast ylugs for the ordinary safety-chains. (Notillustrated.)

2t represents lugs designed for supporting the usual dead-levers, saidlugs, in common with those numbered 24 and 28, being cast upon the saidcenter bar of the truck.

I have now described the peculiar `form of my sin gle-piece cast-steeltruck and the novel device which I have invented for rendering;

thejournal-boxes readily accessible, easily removable, and adjustable tocompensate for Wear or to prevent undue vibration, and I shall nowproceed to a description of the carbolster of novel form, which,asipremised, is' supported by the truck and which in turnv supportsthe'body of the vehicle. This bol- Yjoined integral one with the other.1 structure of the open-jaw type at the ends of ster, which has beendesignated by the numeral 2, is, inv fact, like the truck-frame, acast-metal shell, comprising side walls 29, having rectilinear bottomedges and arched upper or to'p edges, the purpose of which peculiarityof form is to provide a pair of horizontal spring-tables 30, connectingthe side walls 29 at the lower edges of their opposite ends and to formwhat is known as a center plate 31 at the center of the top of thebolster and sufliciently elevated to insure the contact of this centerplate only with the car or body bolster, which is secured in a mannerwell known in the art to the truck car-bolster through the medium of aking-bolt, (not illustrated, the socket for which is shown, however, inFigs. 5 to?v of the drawings.) The bolster 2 is also cast with sidebearings 33 for the feet (not illustrated) of the body-bolster. Thebolster, as described, is cast in a single piece, is mounted within thecenter bar of the truck-frame, and is of proper dimensions to beproperly guided thereby during its vibratory movement, and thespring-tables 30 are .properly.proportioned to bring them limmediatelyabove the spring-seats 13 in order that heavy `truck-springs 34C,carried by the seats, may yieldingly sustain the bolster and its loadbycontact with the tables. Furthermore, it will be seen from theforegoing description that the truck embodying my invention isessentially boltless and that the `preferalolyi-tapered keys 20, whichare employed for maintaining the journal-boxes in vthe seats providedfor `their reception, areof cross-sectiona-lly-elliptical construction,having `inner at sides to bear against the interior-surfaces or walls ofthe journal-boxes and `having their convexed or rounded outer `surfacesin. contact with the inncr surfaces of the key-seats formed in theextended top and bottom walls of the journal-box seats. It is obviousthat lost motion due to wear may be ytaken'up by the adjustment of the.constitutes a single piece., inasmuch as the same is of cast-steelthroughout, whereby the side members and the transverse memberare Thetruck the side members is clearly distinguished froml that class ofcar-trucks in which pedestals are employed for the reception of theaxle-boxes. In car-trucks -of the pedestal type each side membercomprises a top bar with the pedestals at the end portions thereof; butvthe side members of a truck of this character are structurallydefective and have not found favor with the car trade for two,reasons-'to wit, the pedestals are unconnect- IOS ed at their freeextremities, which rendersy them materially deficient in strength at thepoint where the greatest strain is exerted on the side frame of thetruck, and, secondly, the truck must be jacked up or mechanically raiseda sufficient distance for the axle-boxes to clear the pedestals iu theoperation of with` drawing the wheel-axles from the truck. In a truckstructure in which each side member is provided at its ends withpedestals it is evident that the weight and leverage of the car imposevery great strain upon the top bar and the pedestal at the point wherethe latter is joined with the top bar, and itis found that in extendedpractical service the pedestal is liable to break because of this verygreat strain. The primary purpose that I have in view is to overcomethis defect in the structural strength of a cast-steel truck in whichall the parts thereof are integral one with the other, This object isattained by the construction of the side members in the mannerheretofore described and by joining the side members and the transversemember integral one with the other. It is to be observed that in mycast-steel truck each side frame thereof consists of a top arch-bar, alower binder, and axle-box seats or jaws which open in oppositedirections at the respective ends of the side frame and are joinedtogether by the binder and the top arch-bar, whereby the side frame isrendered exceedingly strong of construction and durable in service. Itis to be observed, furthermore, that the transverse member consists oftwo parallel side walls, which arejoined integral with the top arch-barand binder of the parallel side frames at lines on opposite sides of thetransverse axis of the truck structure. This is a very important featureof my invention, for the reason that the parts of the two side framesare materially strengthened and reinforced at the lines where the truckis subjected to the greatest strain. It is evident that the weight ofthe car and the bolster therefor is transmitted through the transversetruck member and the parallel side members of the truck-'frame to thewheelaxles, and hence itis obvious that a truck is subject to the strainand leverage at the angies or corners formed by the juncture of thetransverse bolster or member with the side members of the truck-frame.The integration of the transverse member with the top arch-bars andbinders of the parallel side frames at four distinct lines of junctureprovides an exceedingly-strong joint or connection which willsuccessfully withstand all the strain and weight which may beimposedupon the truck by ordinary service of the car.

Another essential feature of my invention resides in the employment ofthe vertical tapered keys which are held in the open jaws or seats forthe axle-boxes and are engaged directly with said axle-boxes. The keysare arranged in vertical positions and are of tapered form, so as to befree or uncontined except by friction al engagement thereof with thewalls of the keyseat openings and the axle-box, whereby the keys areadapted to work or settle by gravity into the key-seat openings owing tothe jar or vibration of the truck. The security of the keys does not atall depend upon the application of the nuts to their lower ends, becauseif the nuts become displaced or lost the keys will remain in theirplaces in the key-seat openings and in engage ment with the axle-boxes,and lit is furthermore evident that the keys on the descent or settlingthereof will engage very firmly with the axle-boxes, so as to securelyand firmly hold the latter in position within the seats at the ends ofthe side members of the truck-ar1n While the present embodiment of myinvention appears at this time to be preferable, I do not desire tolimit myself to the structural details illustrated and described, and

reserve the right to make such changes, modi,

tications, and variations as may come properly within the scope of theprotection prayed.

What I claim isl. In a boltless car-truck, a side member having openjaws or seats, each provided in its top and bottom with alined key-seatopen ings, combined with an axle-box fitted to said seat, and verticaltapered keys confined in the key-seat openings and engaging directlywith the axle-boxes, each key being free to work itself by gravity in adownward direction and to urge the axle-box into firm engagement withsaid seat.

2. In a boltless car-truck, the combination of a side member having anopen jaw or seat, an axle-box, and a vertical gravity-actuated andtapered key provided with a curved outer face and a flat inner face, thelatter engaging directly with the axle-box, substantially as described,for the purpose set forth.

3. In a truck, the combination with a side bar and an open-endedjournal-boX seat, of a journal-box located in the seat, openings in thesides of the seat, and a closure for the seat comprising a tapered keydisposed in said openings and adapted to be drawn therethrough todirectly im pinge the journal-box.

4. In a truck, the combination with a side bar, and a journal-box seatopening longitudinally through the end of the bar, the sides of the seathaving openings therein, of a journal-box located in the seat andadapted to rest upon the lower side thereof, and a tapered key passedvertically through the openings in the side of the seat and adapted tobe drawn therethrough to directly impinge the journal-box and clamp itlaterally against the Vertical face of the seat.

5. A cast-steel car-truck frame comprising the side members formed ofarched bars and lower binders, and an open-top transom, the sides of thelatter uniting the arched bars and lower binders of the side members andsaid side members having the webs 6, trans- IOO IIO

verse upper and lower flanges S, transverse, vertically disposed lreinforce connectingflanges 14, ontheir outer sides, in line with thesides of the transom, the horizontallydisposed transversev flanges 15intermediate of flanges 8 and connecting said reinforceflanges 14,openings being formed between said flanges 8, 14 and 15, and said anges15 serving to sustain the end thrusts of the cartruck bolster, and dropspring-seats uniting the lower binders of the side members with thesides of the transom, substantially as described.

6. A cast-steel car-truck frame comprised of side members and anopen-top tvransom,said side members having reinforce vertically-disposedIianges 14 on their outer sides, in line with the sides of the transom,openings at the ends of the transom, and horizontallydisposed transverseflanges l5, extending across said openings and connecting saidreinforce-flanges 14, said flanges 15 serving to sustain the end thrustsof the bolster, substantially as described.

7. A complete boltless car-truck frame cast in a single piece of metaland comprising a transom and side' members, said side members beingformed for the reception and retention of the axle journal-boxes, andsaid frame having drop-seats for the supportingsprings of the bolster,formed at the unions between the ends of the transom and the centers ofthe side members, and said springseats strengthening the saidconnections between the transom and the side members, substantially asdescribed.

In testimony that I claim the foregoing as my own I have hereto afxed mysignature in the presence of two witnesses.

WILSON E. SYMONS.

Witnesses:

GEO. W. WILDIN, W. R. GRAVENER.

